Heating system



Jan. 19, 1943. H. J. DE N. MOCOLLUM 2,308,887

HEATING SYSTEM Filed June 24, 1959 2 Sheets-Sheet 2 9% .m ma

ingnnuuugunuuL Patented Jan. 19, 1943 UNITED STATES PATENT OFFICEHEATING SYSTEM Henry J. De N. McCollum, Evanston, Ill.

Application June 24, 1939, Serial No. 281,013

6 Claims.

My invention relates to heating systems, and more particularly toheating systems for automobile passenger compartments, trailers, andother vehicles or conveyances.

An object of my invention is to provide a heater for automobiles orvehicles which operates independently of the automobile or vehicleengine, and the automobile or vehicle engine cooling system to heat theautomobile or vehicle regardless of whether the engine is running ornot.

Another object of my invention is to provide a heating system forautomobiles or vehicles, which is inexpensive to operate, efflcient andsafe with respect to the hazards of both fire and fumes.

Another object of my invention is to provide an independently operableheating system for automobiles or vehicles, which embodies suitableelectrical apparatus and controls for starting and operating the system,as well as for automatically controlling the same responsive to abnormalconditions.

Another object of my invention is to provide a heating systemforautomobiles which includes a heatin unit of the internal combustion typeand parts adapted to be mounted on the engine compartment side of thefire wall of the vehicle.

Other objects will become apparent from the drawings herein, thdescription relating thereto, and the appended claims.

In the drawings:

Fig. 1 is a fragmentary side sectional view of portions of an automobileshowing a preferred embodiment of my invention therein;

Fig. 2 is a side view of a heating system embodying a preferred form ofmy invention and having parts thereof shown in section;

Fig. 3 is a diagrammatic representation of a preferred electricalcircuit embodied in my invention and utilized for controlling theoperation of a heating system such as that shown in Fig. 2; and

Fig. 4 is a sectional side view of a preferred form of heating unitembodied in my invention.

Having particular reference to the drawings, a housing In is secured onthe engine compartment side of a flre wall of an automobile I2, and hasa tubular extension I3 thereon which extends through an opening I4 inthe flre wall I l into the passenger'compartment of the automobile toconduct heated air into the passenger compartment.

1 A conduit 15 is secured to and extends across one side of the housingIt. The conduit [5 is preferably divided into two sections l6 and H by apair of curved baiiles l8 and I9 so that the conduit section l6communicates with the housing 10 through an opening in the housing, andthe conduit section I! communicates with the housing It through anopening 2| in the housing. The conduit section II extends through anopening 22 in the fire wall ii into the passenger compartment, andpreferably has a flared end bell 23 secured in the end thereof thatopens into the passenger compartment. The conduit section it extendstoward a radiator 25 of the automobile and preferably has an enlargedend portion 25 in which an air filter 21 is removably mounted through anopening 28 in one side of the conduit. The air filter 21 comprises ascreen having portions 30 and 3! that extend across the conduit openingand are joined by a portion 32. This filter has a cover plate 33 thatcovers the opening 28 through which it is inserted into the conduit anda handle 34. A filter screen 35 also covers the end of the conduit andis secured thereto by a flanged bezel 36.

A butterfly valve 39 is rotatably mounted on a shaft 40 adjacent theopening 20 to control the passage of air from the conduit section i6through that opening into the housing Ill. A lever arm 4| projectsangularly from and has one end secured to the valve 39. A spirally woundbimetallic thermostat element 43 has its inner end anchored to astationary pin 44 in the conduit section I! and its outer end 45 free tomove responsive to flexure effected by temperature variations of the airin the conduit section H. A link 46 extends through openings 41 and 48in the baffles l8 and I9 respectively; one end being connected to thefree end 45 or the thermostat element and the other end engaging a slot50 in the lever arm M to move the butterfly valve 39 responsive tomovements of the thermostat element 43. A fan 52 is mounted within thehousing ill on a shaft 53 of a motor 54 to be driven by the motor tocirculate air from the conduit section I! or both conduit sections itand I1 through the housing Ill and tubular extension l3 into thepassenger compartment. The motor 54 is supported by a bracket comprisingstrips or plates 55 and 56 which have end portions 51 and 58respectively, secured to the housing It, as by spot welding, and whichengage and support the motor. Electrical connections are made to themotor through leads such as 60 and 6|, as will be more fully describedwith reference to Fig. 3.

A heating unit or radiator 63, a preferred form of which isshown insection in Fig. 4, is secured within, and extends across the inside ofthe housing to, so that air is blown across the outer surface thereof bythe fan 52. The heater unit 33 has a housing or shell 44 which ispreferably cylindrical and made of aluminum and which hasa closed end"andanopenend "withan integral circumferential flange 01 at the openend. A series of heat radiating fins 40 of good heat conducting metal,such as copper or brass, have flange portions 40 that are secured to theoutside of the shell 44 to improve the heat radiating efllciencythereof. A housing extension 10 has an opening 1I therethrough that issmaller than the inside of the shell 54, and has a portion 12 that fitsinto the open end 50 of the shell and a flange 13 which engages the fiatsurface of the flange 51. This housing extension "provides a chamber inwhich combustion starts as fuel is fed in through a pipe 15 that isfitted into the end of the extension. A baiiie 13 which comprises a dischaving a small central opening 11 therethrough is fitted into theopening 1I and held in position adjacent a shoulder 13 near the end ofthe pipe 15. An igniter 30 is mounted on one side of the extension 10and has an electrical heating unit or coil adjacent an opening 32 in theside wall of the extension. The heating unit 0| is, of course, coveredby a housing so that there cannot be any escape of fuel through theopening 02. mectrical connections are made to the heating unit through alead such as 03 that is connected to a binding post 84 and to ground, asindicated in Fig. 3.

A large portion of the inside of the shell 54 is filled with smallpieces of fire resisting ceramic material 05 such as crushed fire brick,held in place between perforated discs or screens 05 and 01. An exhaustpipe 00 communicates with the inside of the shell 54 near the closed end55 thereof and is connected thereto by a fitting 90 that is threadedInto an opening 9| in the shell and a cooperating nut 92. To preventflames from passing through the spaces between the pieces of ceramicmaterial 05 and into the exh'aust pipe 30, a layer of matter shreds offire resisting material 53, such as rock wool, glass wool or the like,fills a portion of the shell 54 between the perforated disc or screen 81at the end of the ceramic material and a perforated disc or screen 04.

An adjustable cap 55 having a handle 06 is movably held adjacent the endof the tubular extension I3 within the passenger compartment by an arm91 that has a socket 90 at one end which engages a ball 09 which issecured to the cap-55. The arm 01 is pivotally connected to one end ofan arm I00 by a rivet or other suitable means IOI. ,The other end of thearm I00 is pivotally connected to the tubular extension I3 by a rivet orother suitable means I02. A connecting pipe I04 is preferably providedin the side of the tubular extension I3 for making connection through adefroster hose connection I05 to defrosters I05, as indicated in Fig. 1.

Fuel for combustion within the heating unit or radiator 53 is fed from asupply indicated at II. in a fuel tank III of the automobile through apipe I I2 to a float bowl II 3; force for pumping the fuel beingprovided by a fuel pump II4, that is preferably electrically driven. Thepipe "2 is connected to the float bowl II3 by a clamping nut I I5. Afuel pipe III carries the fuel from an outlet connection II1 on thefloat bowl to a carburetor or mixing device N0; the pipe II5 beingflanged at I I0 and secured to a jet I20 of the carburetor ormixing'device by a clamping nut I2I. Air enters the carburetor or mixingdevice asoasev on the outlet side of the Jet I24 through an annularspace I22 between a skirt I23 and a hollow body member I24 whichprovides a mixing chamber I25, and through openings I20 in the bodymember. The float bowl H3 is preferably so placed vertically withrespect to the carburetor III that the normal fuel level in the floatbowl is below the jet I20 to prevent siphoningof the fuel into thecarburetor, but is not sufficiently below to require a very considerablevacuum for effecting movement of the fuel from the float bowl to thecarburetor.

The body I24 of the carburetor is threaded into an opening I21 which issubstantially centrally located in a wall I20 of a blower housing I29. Acentrifugal type of blower I30 having blades such as I3I, sides I32 andI33 and a hub I34 is disposed within the housing I20, so that fuel fromthe mixing chamber I25 is atomized thereby and blown through the pipe 15into the housing extension 10 for combustion. The hub I34 extendsthrough an opening I40 in the blower housing I25, and is secured to ashaft I36 of a motor or prime mover I31 by a set screw I30, which motordrivesthe blower. The pipe 15 is fitted into a flanged opening I30 inthe blower housing I 28 adjacent to the periphery of the blower I30. Themotor I31 is supported by a bracket I which is secured to one end of themotor and secured to an extension I42 on the flange 13 by bolts I43 orother suitable means. Electrical connections to the blower motor I31 aremade through suitable leads such as I45 and I46, as indicated in Fig. 3.

A second centrifugal type blower I41 having blades such as I43, sidesI40 and I50, and a hub I5I, is secured to the end of the shaft I36opposite the blower I30 by a set screw I52. The blower I41 is enclosedin a housing I53 having a central opening I54 on one side through whichthe hub I5I extends, a central opening I55 to which the exhaust pipe 00is connected by a fitting I55, and an opening I51 adjacent the peripheryof the blower I41 to which an outlet exhaust pipe I50 is secured. Hence,the same 1 motor or prime mover I 31 which drives the blower I30 alsodrives the blower I41. The blowers I30 and I41 are preferably sorelatively proportioned in size and so designed that the blower I41 hasgreater force than the blower I30, and consequently keeps the pressurewithin the radiator or'heating unit 53 below normal atmosphericpressure.

Although the use of the blower I30 is preferable and desirable to effectbetter atomizing of the fuel supplied to the combustion chamber of theradiator 03, it is not essential. The pipe 15 may be directly connectedto the carburetor H9 and the size, speed and design of the blower I41determined to provide pressure below atmospheric in the combustionchamber of the radiator 63 and suflicient vacuum to effect movement ofthe fuel into the combustion chamber.

The electrical circuit for controlling the system is discloseddiagrammatically in Fig. 3. A switch I00 having contact arms iii and I52closes the circuits to the automobile ignition system through a lead I03and the contact arm I62 from a battery I 04 at substantially the sametime that it closes the circuit to the fuel pump II4 through the contactarm III and a lead I45; one terminal of the battery I54 being groundedat I30 and one terminal of the fuel pump being grounded at I51. A switchI 10 has a contact arm "I, an of! contact or position resistance ofwhich is adapted to be varied by movement of the contact arm I'll. Thecontact arm I1I is preferably mechanically connected to a switch I15having contact arms I16 and I11 by suitable means indicated by the dotand dash line I18, so that movement of the contact arm I'll of theswitch I18 from the off" position at I12 to engagement with theresistance element I13 also effects engagement of the contact arms I16and I11 with contacts I18 and I19, respectively. Engagement of thecontact I19 bythe contact arm I11 closes a circuit from the battery I64to the fuel pump II4. Engagement of the contact arm I16 with the contactI18 closes a circuitfrom the battery I64 to the blower motor I31 throughthe resistance element I13 and a thermostatic switch I88, and alsocloses a circuit to the heating coil 8i of the igniter through resilientswitch arms I8I and I82 and a contact I83 of a thermostaticallycontrolled switch I84; the blower motor I31 being grounded at I85 andthe heating coil 8| being grounded at I86. The thermostatic switch I88and the thermostatically controlled switch I84 are mounted in heatreceiving relation with respect to the radiator 63, as shown in Fig. 2;the switch I84 being secured to the radiator 63 by a bracket I98, and abimetallic thermal responsive element I9I of the switch I88 beinganchored to the radiator 83 by a pin I92.

In addition to the resilient contact arms I8I and I82 and the contactI83, the thermostatically controlled switch I84 has a bimetallic thermalresponsive element I94 adapted to engage a contact I95 upon flexure ofthe thermal responsive element I94. Since the contacts I83 and I95 areelectrically connected and secured together and to the resilient contactarm I8I, at I96, continued flexure of the thermal responsive elementafter it engages the contact I95 flexes the resilient contact I8I tobreak contacts I82 and I83. Engagement of the thermal responsive elementand contact I95 closes a circuit to the fan motor 54 which has one lead6| grounded at I91. Separation of the contacts I82 and I83 opens thecircuit to the igniter heating coil 8i. The contact arms IBI and I82 andthe thermal responsive element I94 are insulated from each other byinsulating members I98 and I99. Upon excessive heating of the radiator63, the thermal responsive element I9I flexes away from a contact 288-to open the circuit to the blower motor I31, and

thereby stop the flow of fuel to the combustion chamber. Upon resettingof the switch I88, the hot ceramic material at 85 reignites the fuel.Upon cooling of the radiator 63 between periods of use, the thermalresponsive switches I88 and I84 return to their normal positions shownin Fig.3.

In the operation of my heating system herein disclosed. the apparatus isstarted as explained by closing switches I18 and I15. The fact that theswitch I 15 closes the circuit to the fuel pump independently of theswitch I68 that controls the automobile ignition circuit makes the useof the heating system independent of the operation of the automobileengine. driven by the motor I31 eliminate the necessity of connectionsto the vacuum system of the automobile for fuel feeding or exhaustpurposes, there is no dependence of the heating system upon op-' erationof the automobile engine, and the heater may be operated while theautomobile is parked and without having the engine running.

The Starti g of the fan motor 54 to circulate 75 with, a blowerconnected to the other side of the Also, since blowers heat. Is delayedby the operation and control of the thermal responsive switch I84 untilthe radiator 63 has warmed up sufficiently to heat the circulated air.When started, and before the thermal responsive element 43 issufficiently heated to flex and open the valve 39, the air to be heatedis taken from the passenger compartment of the automobile through theconduit section I1. The air is circulated across the radiator 63 andinto the passenger compartment through the tubular extension I3. As theair passing into the housing I8 through the conduit section I1 becomeswarm enough to flex the thermal responsive element 43, the valve 39opens to introduce cool fresh air from the conduit section I6 into thehousing I8 for heating and passage to the passenger compartment. Thesystem circulates and heats the air in the passenger compartment andintroduces a controlled amount of warmed fresh air.

Flow of fuel to the carburetor I I9 is controlled by a valve and floatof conventional type (not shown) within the float bowl H3. The atomizingof the fuel by the blower I38 improves the vaporization of the fuel andthus increases the efllciency of combustion within the, radiator. Also,the direct heating of the ceramic material 85 within the radiator 63retains the heat within the radiator for radiation thereby to the airsurrounding the radiator and reduces heat loss through the exhaust pipe.The ceramic material is sumciently coarse that combustion takes place inthe spaces between the pieces thereof. The heat retained by the ceramicmaterial is sufflcient that the heated ceramic material serves as areigniter to ignite the fuel in case of discontinuity of combustion orshort interruptions of fuel flow.

Although it is preferable to have both of the blowers I38 and I41 foratomizing fuel and reducing pressure in the radiator, the system iscomplete and operative with only one of the blowers, such as I38 or I41.It is preferable to utilize a blower such as I41, and that the blowerI41 be so designed that the pressure within the radiator 63 is keptbelow normal atmospheric pressure. This low pressure has the advantagesof (1) preventing the escape of gases from the radiator within theautomobile; (2) preventing the possibility of explosion; (3) fuel flow,and consequently combustion, ceases if the pressure within thecombustion chamber reaches atmospheric pressure.

Variation of the effective value of the resistance I13 varies the speedof the blowers and consequently changes the rate of feeding and burningfuel. When both blowers are used and both are operated by the samemotor, as shown, the speed of the blowers is varied proportionally bycontrol of the one motor.

Although a single embodiment of the invention has been shown anddescribed herein, it will be apparent to those skilled in the art thatvarious and further uses, modifications and changes may be made withoutdeparting from the spirit and substance of the invention, the scope ofwhich is commensurate with the appended claims.

What is claimed is:

l. A heating system for vehicles comprising, in combination, a fuelsupply, fuel flow control means, a .fuel pump for pumping fuel to thefuel flow control means, a carbureting device having one side connectedto receive fuel from the iuelflow control means and mix airtherecarbureting device to effect reduced air pressure on said otherside of the carbureting device and atomize fuel from said device, a heatradiating unit providing a combustion chamber connected to (receiveatomized fuel from the blower for combustion therein, a closedconduitconnecting said carburetor device with said combustion chamber wherebysaid carbureting device supplies all of the fluid to said combustionchamber, an exhaust pipe communicating with the combustion chamber, anda blower for reducing the air pressure in the exhaust pipe.

2. A heating system for vehicles comprising, in

combination, a fuel supply, fuel flow control means, a fuel pump forpumping fuel to the fuel flow control means, a carbureting device havingone side connected to receive fuel from the fuel flow control means andmix air therewith, a blower connected to the other side of thecarbureting device to effect reduced air pressure .on said other side ofthe carbureting device and atomize fuel from said device, a heatradiating unit providing a combustion chamber connected to receiveatomized fuel from the blower for combustion therein, a closed conduitconnecting said carburetor device with said combustion chamber wherebysaid carbureting device supplies all of the fluid to said combustionchamber, an exhaust pipe communicating with the combustion chamber, anda blower for reducing the air pressure in the exhaust pipe, said blowersbeing so designed that said combustion takes place at less than normalatmospheric air pressure in the combustion chamber.

3. A heating system for vehicles comprising, in combination, a gasolinesupply, gasoline flow control means, a gasoline pump for pumpinggasoline to the gasoline flow control means, a carbureting device havingone side connected to receive gasoline from the gasoline flow controlmeans and mix air therewith, a blower connected to the other side of thecarbureting device to effect reduced air pressure on said other side ofthe carbureting device and atomize gasoline from said device, a heatradiating unit providing a combustion chamber connected to receiveatomized gasoline from the blower for combustion therein, an exhaustpipe communicating with the combustion chamber, and a blower forreducing the air pressure in the exhaust pipe, said blowers being drivenby a common motive means and being so proportioned and designed that thecombustion in the chamber takes place at less than normal atmosphericpressure.

4. A heating system for vehicles comprising, in combination, a fuelsupply, fuel flow control means, a fuel pump for pumping fuel to thefuel flow control means, a carbureting device having one side connectedto receive fuel from the fuel flow control means and mix air therewith.a blower connected to the other side of the carbureting device to effectreduced air pressure on said other side of the carbureting device andatomize fuel from said device, a heat radiating unit providing acombustion chamber connected to receive atomized fuel from the blowerfor combustion therein, said radiating unit having therein a quantity ofheat and flame resisting material for retaining heat from the combustionwithin the chamber, an exhaust pipe communicating with. the combustionchamber, and a blower for reducing the air pressure in the exhaust pipe,each of said blowers handling all of the fluid passing through saidcombustion chamber whereby the pressure in said combustion chamber is afunction of the relative capacity of the blowers and the radiatingcapacity of said unit.

5. A heating system for vehicles comprising, in combination, a fuelsupply, fuel flow control means, a fuelpump for pumping fuel to the fuelflow control means, a carbureting device having one side connected toreceive fuel from the fuel flow control means and mix air therewith, ablower connected to the other side of the carbureting device to effectreduced air pressure on said other side of the carbureting device andatomize fuel from said device, a heat radiating unit providing acombustion chamber connected to receive atomized fuel from the blowerfor combustion therein, said carbureting device constituting the solesource of fluid for said combustion chamber, an exhaust pipecommunicating with the combustion chamber, said radiating unit having aspace intermediate. the combustion chamber and exhaust pipe containingpieces of heat and flame resisting ceramic material for retaining heat,and a blower for reducing the air pressure in the exhaust pipe.

6. In a heating system, the combination comprising, a heat radiatingunit providing a combustion chamber, means for feeding fuel to thecombustion chamber including a blower, means for initially igniting thefuel in the combustion chamber, an exhaust pipe for the removal ofexhaust gases from the heat radiating unit, means comprising a blowerfor reducing the pressure within the combustion chamber to a value belownormal atmospheric pressure, both of said blowers being driven by asingle motive means, and closed conduit means connecting said heatradiating unit with both of said blowers.

HENRY J. DE N. MCCOLLUM.

